The near silence within the cab of an electric lorry is immediately noticeable.
The electric motor’s hum is barely audible; only the sound of the tires on the road becomes apparent at higher speeds.
Liam Ely, a driver with Welch’s Transport for four years, is at the wheel. This Renault e-Tech T represents his primary workspace and stands as one of the UK’s pioneering electric heavy goods vehicles (eHGVs).
Welch’s Transport, based in Duxford, Cambridgeshire, operates a fleet of 70 vehicles across the UK, including these three eHGVs amidst a majority of diesel-powered lorries.
Liam expresses his appreciation for the “instant torque” offered by the eHGV, which aids in smoother starts at junctions.
He also describes a “very smooth uptake of power,” a sensation that resonates from the passenger seat.
While possessing the power of its diesel counterparts, this truck faces limitations in range. A fully loaded eHGV can cover up to 200 miles (320km) on a single charge, significantly less than the 1,500-mile range of a diesel truck.
Consequently, Welch’s Transport confines its three eHGVs to regional routes within approximately two hours of the main depot, encompassing a 160km radius.
Within this range, the cost per mile is more economical than diesel. However, a comprehensive assessment requires consideration of factors like higher capital costs, reduced maintenance expenses, and the uncertain effects of depreciation.
Liam emphasizes the operational hurdles posed by the 160km limitation. “The range is the main thing – trying to plan that into your routes. It brings in differences for planning operations, as well as for me as the driver.”
However, the reduced environmental impact is undeniable. There are no tailpipe emissions, and electric lorries are increasingly powered by renewable energy sources.
Last year, renewable energy accounted for 50.8% of electricity generation in the UK, marking the first time it surpassed the halfway point. Globally, the figure reached 40% in 2024, according to one study.
The environmental advantages of eHGVs appeal to certain operators, particularly those with environmentally conscious clientele.
During my time with Liam, his task involved collecting samples and equipment from the British Antarctic Survey’s (BAS) research vessel, Sir David Attenborough, docked at the Port of Harwich in Essex, for delivery to the BAS warehouse near Cambridge.
BAS, the UK’s polar research organization, aims to achieve net-zero emissions by 2040, emphasizing that its collaboration with Welch and their electric haulage is “key to achieving that goal.”
Road freight forms an integral part of global supply chains, with countless lorries crossing borders annually, many on long-haul routes.
So why not transition to eHGVs that simply stop and recharge as needed? Drivers typically require breaks after 200 miles anyway. However, two major challenges persist.
Firstly, specialized public charging facilities for eHGVs are currently scarce, not only in the UK but also across Europe and much of the world.
Reports indicate just two operational public charging stations in the UK, although numerous others are planned.
Conversely, a study indicates the existence of 1,100 public charging points for eHGVs across Western Europe, including the UK, emphasizing that “expansion is essential.”
Secondly, the current cost of public charging for eHGVs is high. At the time of writing, Welch’s Transport pays 17 pence per kilowatt hour (KWh) for charging at its base, compared to 79 pence per KWh at one of the public charging sites.
“The main barrier to operating our eHGV fleet more nationally is infrastructure,” states Chris Welch, managing director of Welch’s Transport and great-grandson of the founder.
“There are very few HGV accessible public charging points. Add to that the pricing points of said infrastructure; it’s a very hard equation to crack.”
Consequently, eHGVs struggle to compete in the vehicle sales market, especially among long-haul operators. The capital cost for a vehicle alone is two to three times higher than that of diesel HGVs.
Despite these challenges, sales are increasing. A study indicates that in the UK last year, there were 1,271 eHGVs, a 28% rise on 2023, contributing over a fifth to the increase in the total number of HGVs, up 0.2% to 742,316.
In the EU, 3,400 eHGVs were sold in 2024. In the US the figure was 2,000.
With all new HGVs in the UK and EU mandated to be electric-powered by 2040, Chris Welch emphasizes the need for collaboration within the haulage industry to ensure a viable pathway to net zero.
The UK’s Department of Transport asserts its “determination to support the HGV sector to make the switch to electric vehicles become more reliable and affordable,” allocating a new £30m grant to help pay for more depot charging, and another to help firms buy eHGVs.
Clean transport pressure group Transport & Environment identifies boosting depot charging as a key priority, citing research that nearly half of trucks on French, German, and British roads could be electrified through depot charging alone, as few travel more than 300km (186 miles) daily.
Tom Parke, transport specialist at Green Finance Institute, a UK-based advisory group focused on increasing funding for schemes that transition to net zero, anticipates affordable public charging for eHGVs “becoming more widely available” as more companies are encouraged to invest in such facilities.
He cites the example of a new facility opened this year by European provider Milence in the Lincolnshire port of Immingham that is offering fast charging at around half the price seen elsewhere.
Consequently, electric vehicle rollout is advancing, along with charging infrastructure.
The next challenge? Growing electricity grid capacity fast enough to meet accelerating demand.
In a Europe-wide study, Transport & Environment concluded that grid extension plans underestimate the future demand for battery electric truck charging in depots. It’s an issue, they claim, “which needs urgently addressing by government.”
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